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Specification of Letters Patent No. 20,040, dated April 27, 1858.

To all whom it may concern:

Be it known that I, ELI T. CoNNER,`of the borough of East Manch Chunk, county of Carbon, State of Pennsylvania, have invented a new and Improved Frog for Railroad-Crossings; and l do hereby declare that the following is a. full, clear, and exactdescription of the same, reference being had to the annexed drawings, of which- Figure 1 is a top' view, Fig. 2 is an end view of the larger end, Fig. k3 is an end View of the smaller end, Fig. 4: is a view of the middle transverse section, Fig. 5 is an end vie-w of the larger end of the movable point, and Fig. 6 is a top view of the movable point (like letters referring to similar parts in all the figures). l

The frog, of which Fig. l is a top View, is constructed of cast iron, and the point A, Fig. 6, is of cast steel, but the frog and point may be constructed of any other materials which may by experiment be found most suitable for the purposes.

The base C, Figs. l, 2, 3 and 4 has upon it and cast solid with it, a raised central part B', Figs. l, 2, 3 and 4C the outer edges or lips of which central part B, project over the base C, and form, between the central part B, and the base G, a groove or cavity of such size and shape as will fit snugly over the inner flanches of the bases of the rail R, R, R, R, R, R, shown in Figs. 2, 3 and 4c, while the ledge or projection D, above and on the outer edges of the base C, prevents the lateral motion of the rails, when in place.

The wedge shaped cavity E, in the central part B is wider at the bottom than at the top, corresponding in shape and size with the lower part of the point A, Figs. 5 and 6. The base C, between the points F F (which are opposite the center of the cavity E,) and the points G, G (near the end of central part B) is lower than the other portions of the baseC, to admit of the introduction of a strip of gutta percha or other elastic material beneath the rails, if the strength and elasticity of the rails alone, between their bea-rings F, G, and F G are not sufficient without the introduction of such elastic material beneath them.

I-I, H, Figs. 1 and 2, are projections above the base C, to prevent the spreading of the rails which abut against the base of the point A, when the point A is inserted in its place in cavity E.

I,'Figs. l and 3, is a projection above the vend of the frog. i

J, J, J, J, J, J, J, J, Figs. l and 4t are l'spike holes through the base C, to admit the lintroduction of the ordinary hook-headed railroad spikes, through the frog and into the sills on which it rests, which spikes at the same time hold the frog to the sills and the outer edges of the bases of the rails to 'the frog.

K, Figs. 5 and 6 is a projection on the end of the point A, to hold the inner edges of the rails extending from the main track and bearing upon the wider end of the frog.

L, L, Figs. l and 4, is a filler or projection raised above the edges of the cavity E to form an additional bearing for the smaller end of the point A.

Construction. m65 operation-The frog being let into the sills in its proper position the depth of the thickness of the base C, and the strips of gutta percha, or other elastic material (if required) being fixed in their places, the ordinary iron rails used upon other parts of the road, or if preferred,

steel capped rails, of sufficient length to extendbeyond each end of the frog as far, at least as the next sills or ties (being first bent at the ends to the proper angle) are placed upon the frog, the inner flanches of the bases of the rails extending under the projecting lip of the central part B, and the outer edges of the bases of the rails resting against the inner side of the ledge D, in which position the rails and the frog are fastened together and to the cross ties beneath the frog by the ordinary hook headed spikes passing through the spike holes J, J, J, J, J, J in t-he edge of the base C.

The wedge shaped point A, being wider upon its under than upon its upper side, is then slid into its place in cavity E, of the central. part B in which position it is held by the ends of the rails extending from the main track abutting against the base of the point A, and bearing upon the wider end of the frog; the rails being fastened to the frog and to the sill or tie beneath the frog by means of hook headed spikes passing through the spike holes J, J, in the wider end of the base C.

Variation between this frog and others n common use-In the frog in common use the rails or bearings for the car wheels are formed by raised project-ions cast upon the base, which projections are usually capped with steel plates riveted to the projections. The point is usually of cast steel riveted to the cast base of the frog. The rails and point are subject to great wear and require frequent repairs and renewals. This Wear is often uneven, one rail and the point being frequently Worn out While the other rail remains in good order, While at other times the point Wears out or breaks While both rails are good. Vhen repairs are needed to either of the rails or the point of the ordinary frog it becomes necessary to take it out of its place for that purpose.

My improved frog differs from all others with which I am acquainted in the following respect: The rails or bearings for the car Wheels and also the point A, above de scribed can be removed by drawing the spikes J, J, J, J, J, J, J, J, and either of the rails or the point can readily be taken out for repairs or renewal Without disturbing the other rail or the cast part of the frog. The rails being the ordinary Wrought iron rail used upon other parts'of the road or, if preferred, steel capped rails of similar shape, and having in addition to the ordinary bearings of the frog, bearings upon the sills be yond each end of it, the Whole is of much greater strength than any frog of like Weight with cast and steel capped bearings or rails. The rails being secured to the frog as above described and extending` to the sills beyond each end of it the frog is not so liable to get out of adjustment as frogs of the ordinary construction.

I do not claim as my original invention, except in combination With my improved frog above described, the mode of securing the rail by'means of a projecting lip and ledge similar to the projecting lip of the central part B and the projecting ledge D above described, since this mode of securing the rail has long been employed in rail road chairs in common use. Nor do I claim, except in combination as aforesaid, the introduction of gutta percha or other elastic material beneath the rail. Neither do I claim the projection H, H and I on the base C, nor the projection K on the base of the point A, nor the llet or projection L, L, because such projections have long been used for similar purposes in frogs of ordinary construction.

That I claim as my invention and desire to secure by Letters Patent is 1. The construction of a frog with a central part B raised above and projecting over the base C, and also the ledges D, D, in com bination With the frog above described, for the purpose of securing to the frog and making use of, in combination With the frog any ordinary rail used upon rail roads.sub stantially as described.

2. The Wedge and dove-tail shaped cavity Il in the central part B in combination as aforesaid for the purpose of securing the point A,'substantially as described.

3. The cavities or depressions F, G, and F, Gr', in the base C, in combination as aforesaid for the purposes substantially as described.

4C. The Wedge and dove-tail shaped point A to fill the cavity E, in the central part D so constructed that the same can be removed for repairs and renewal in the manner described.

ELI T. CONNER. Witnesses:

L. F. CHAPMAN, T. L. FOSTER. 

